Protective screen for street road network

Abstract

FIELD: transport construction; improvement.SUBSTANCE: devices for absorbing or reflecting noise from roads. The protective screen for the street and road network contains supports and a wall attached to them. The top point of the screen is located above the straight line connecting the top point of the vehicle's wheel arch with the top point of the facade of the nearest building.EFFECT: reduction in the noise level reaching the facade of the nearest building.5 cl, 4 dwg, 1 tbl

Description

[0001] Field of technology to which the invention relates

[0002] The invention relates to the field of urban infrastructure, transport construction and improvement, to devices for absorbing or reflecting radiation transmitted through the air, namely a protective screen for a street and road network [E01F8 / 00].

[0003] State of the art

[0004] The prior art discloses a NOISE PROTECTION SCREEN FOR ROADS RU 2176005 C1, published 20.11.2001, comprising supports and a wall secured to them.

[0005] Also known from the prior art is a SOUND BARRIER WITH AN ADJUSTABLE ARC CN 210194459 U, published 03 / 27 / 2020, comprising supports and a wall fixed to them, wherein the height of the sound barrier with an adjustable arc is equal to the height of the intersection of the line running from the noise source to the top of the sound barrier.

[0006] A drawback of these analogs is that the sound barrier height is determined without taking into account the spatial position of the façade of the nearest building and the noise source. Consequently, there is no direct acoustic line of sight between the noise source and the façade of the nearest building, especially in multi-story or mixed-height buildings. Furthermore, the sound barrier height is not linked to the structurally defined zone of intense traffic noise associated with the location of the vehicle's wheel arch, which increases the noise level reaching the façade of the nearest building.

[0007] The closest in technical essence is the COMBINED PROTECTIVE SCREEN WITH FULL NOISE SUPPRESSION CN 2703027 Y, published 01.06.2005, containing supports and a wall fixed to them, wherein the height of the combined protective screen is equal to the intersection with the line connecting the upper part of the left building with the far vehicle in the left lane or the intersection with the line connecting the upper part of the right building with the far vehicle in the right lane.

[0008] A drawback of the prototype is that the height of the combined protective screen is determined by lines connecting the tops of buildings with distant vehicles traveling in the outer lanes, without taking into account the position of the nearest building relative to the source of traffic noise. This determination of the screen height fails to ensure a direct acoustic line of sight between the zone of intense noise generated near the wheel arch of a vehicle and the façade of the nearest building, thereby failing to ensure a sustainable reduction in the noise level reaching the façade of the nearest building.

[0009] Disclosure of the essence of the invention

[0010] The technical problem that the claimed invention is aimed at solving is to eliminate the above-mentioned shortcomings of analogs and to create a protective screen for the street and road network with a reduced noise level that reaches the facade of the nearest building.

[0011] The technical result is a reduction in the noise level reaching the facade of the nearest building.

[0012] The technical result is achieved due to the fact that the protective screen for the street and road network contains supports and a wall fixed to them, wherein the upper point of the screen is located above the straight line connecting the upper point of the wheel arch of the vehicle with the upper point of the facade of the nearest building.

[0013] In particular, the wall is made of sound-absorbing material.

[0014] In particular, the supports and the wall of adjacent protective screens for the street and road network are made in a zigzag pattern.

[0015] In particular, the wall is made with a canopy located at the top and inclined towards the roadway at an angle of 1 to 70 degrees.

[0016] In particular, the length of the canopy is from 2 to 100% of the height of the protective screen for the street and road network.

[0017] Brief description of the drawings

[0018] Fig. 1 shows a general view of the protective screen for the street and road network.

[0019] Fig. 2 shows a side view of a protective screen for a street and road network.

[0020] Fig. 3 shows the relative position of the protective screen for the street and road network with a vehicle and a nearby building.

[0021] Fig. 4 shows a protective screen for a street and road network with a canopy.

[0022] The figures indicate: 1 - support, 2 - wall, 3 - wheel arch of a vehicle, 4 - facade of a nearby building, 5 - roadway, 6 - canopy.

[0023] Implementation of the invention

[0024] The highest point of the wheel arch of a vehicle refers to the highest point of the outer contour of the vehicle body in the area of ​​the corresponding wheel.

[0025] The highest point of the facade of the nearest building is understood to be the highest point of the facade plane of the nearest building facing the roadway of the street and road network.

[0026] The protective screen for the urban street and road network is a protective and noise-proof structure designed for installation along city streets, highways and tram tracks, at a distance from the roadway that ensures the clearance of buildings, and is designed to prevent pedestrians from going out onto the roadway, protect pedestrians from splashes created by vehicles, and also to screen noise from motor vehicles and tram rolling stock.

[0027] The protective screen for the urban street and road network includes supports 1 and a wall 2 fixed to them. The arrangement of the protective screens for the urban street and road network is preferably made in a zigzag shape, in which the extended fence is formed by a set of protective screens for the urban street and road network, adjacently connected to each other at an angle to each other.

[0028] In one embodiment, the angle between adjacent protective screens for the urban street and road network is from 90 degrees to 179 degrees.

[0029] In cases where the geometric conditions for placing a protective screen for an urban street and road network are limited by the dimensions of the building, infrastructure elements or requirements for ensuring approach clearance, the screens are located linearly, along the direction of movement of vehicles.

[0030] Additionally, the protective screens are arranged with a combination of zigzag and linear sections.

[0031] The height of the screen is selected in such a way that the upper point of the screen is located above the straight line connecting the upper point of the wheel arch of the vehicle 3 with the upper point of the facade of the nearest building 4, located on the side of the fenced roadway 5.

[0032] The wall of the protective screen for the urban street and road network is perforated, with the total perforated area accounting for up to 90% of the screen wall area. The upper limit of the total perforated area, equal to 90% of the screen wall area, is selected to maintain the mechanical integrity and operational stability of the wall. Exceeding this value sharply reduces the proportion of load-bearing material, resulting in reduced wall rigidity, reduced resistance to wind and impact loads, and, consequently, reduced screen effectiveness during operation.

[0033] The area of ​​each individual hole in the perforated wall of the screen is from 0.1 to 20 mm 2 Regardless of the geometric shape of the openings. In alternative and / or combined designs, the screen wall is made of a cellular material or a porous material with open pores.

[0034] The protective screen for the urban street and road network is made of materials whose mechanical strength is lower than the mechanical strength of the vehicle body elements, which reduces the consequences of contact between the vehicle and the screen elements.

[0035] The protective screen walls are made of polymeric materials, specifically panels based on polyvinyl chloride (PVC), polyethylene, polypropylene, or combinations thereof. Polymer materials allow for the screen walls to be either solid, perforated, or incorporating cellular structures. Polymer materials are resistant to corrosion and moisture, which allows the geometry of the holes, cells, and pores to be maintained throughout the entire service life. Furthermore, polymeric materials allow for the production of walls with localized zones of varying structure (e.g., perforated areas and solid areas within a single protective screen).

[0036] In alternative designs, the screen wall is made of thin-walled sheet metal, primarily in the form of box-shaped or profiled elements filled with sound-absorbing material, sandwich panels, or composite materials. Metal walls and sandwich panels provide the required rigidity and resistance to wind and impact loads. When metal walls are made as box-shaped or profiled elements filled with sound-absorbing material, a multilayer structure is formed in which the outer shell defines the geometry, while the inner filling provides additional internal dissipation and absorption of sound energy.

[0037] In additional design options, the screen walls are made of transparent or translucent materials, such as laminated safety glass (triplex), polymethyl methacrylate (PMMA), cellular, solid, or profiled polycarbonate. These screen wall materials are suitable for applications requiring visual transparency of the enclosure. These materials can form either solid panels, in which noise reduction is achieved primarily through shielding and reflection, or panels with localized acoustic solutions, such as perforated sections, acoustic inserts, combinations with porous elements in specific areas, or the use of multilayer structures.

[0038] In additional design options, the screen walls are made of mineral or cementitious materials, including concrete-slotted panels, concrete panels with acoustic holes, fiber-reinforced concrete panels, or combinations thereof with sound-absorbing inserts. A combination of these materials is permitted, with different materials placed along the height and / or length of the screen.

[0039] The wall of the protective screen for the urban street and road network is made with a canopy 6, located in the upper part and inclined towards the roadway 5 at an angle of 1 to 70 degrees, while the length of the canopy 6 is from 2 to 100% of the height of the protective screen for the urban street and road network.

[0040] The protective screen for the urban street and road network works as follows.

[0041] The protective screen is installed along the roadway (5) of city streets, highways, and tram tracks on a pre-prepared base, ensuring a standard distance from the edge of the roadway that meets the requirements of the building approach clearance. Supports (1) are secured to the base, after which the screen wall (2) is mounted on supports (1), forming an extended barrier. When the screen is in operation, vehicles move along the roadway (5) on the side of the screen, while the protected area, including pedestrian areas and buildings, is located on the opposite side of the screen. The screen's geometric parameters are selected such that the top of the screen is located above the straight line connecting the top of the vehicle's wheel arch (3) and the top of the façade of the nearest building (4), resulting in the screen blocking the direct line of sight between the noise source and the protected object.

[0042] When acoustic vibrations from vehicles propagate, the sound waves interact with wall 2 of the protective screen for the urban road network. The wall of the protective screen for the urban road network is made of perforated or cellular or porous open-cell material. The perforation can be distributed over the entire surface of the screen wall or in specific sections. Perforated, cellular, or porous screen walls ensure partial penetration of sound waves into the wall material, followed by their dispersion and absorption.

[0043] A canopy is installed at the top of the protective screen wall for urban road networks, inclined toward the roadway at an angle of 1 to 70 degrees. The canopy length ranges from 2 to 100% of the height of the protective screen for urban road networks. The canopy, located at the top of the protective screen wall and inclined toward the roadway, changes the direction of propagation of sound waves and air currents generated by moving vehicles, facilitating their reflection and dispersion toward the roadway and upward.

[0044] Protective screens for urban street and road networks are placed to form an extended barrier, with adjacent screens arranged at an angle to each other, forming a zigzag pattern. In one embodiment, the angle between adjacent screens ranges from 90 to 179 degrees. In another embodiment, the screens are arranged linearly along the direction of vehicle traffic. A screen with a combination of linear and zigzag sections along its length is also permitted.

[0045] Justification of the technical result

[0046] The main sources of vehicle noise originate in the area near the wheels and underbody of the vehicle. The top of the vehicle's wheel arch is a structurally stable landmark, characterizing the upper boundary of the intense noise zone. Positioning the top of the protective screen above a straight line connecting the top of the vehicle's wheel arch and the top of the nearest building's façade obscures the direct path of sound wave propagation between the noise source and the protected object. As a result, the direct acoustic connection between the vehicle and the building's façade is disrupted. Selecting the screen's height in accordance with the specified geometric condition ensures that the acoustic shadow boundary is shifted above the building's façade, reducing the proportion of sound energy reaching its surface.In conditions without direct acoustic visibility, the primary noise transmission mechanism is diffraction of sound waves at the upper edge of the screen. Positioning the screen's top point above this direct line increases the path of diffracted sound waves and reduces the noise level reaching the façade of the nearest building.

[0047] Using a geometric condition based on the relative position of the noise source and the protected object allows the height of the protective screen to be adapted to the specific conditions of the street and road network and development, ensuring a reduction in noise levels not due to an absolute increase in the height of the screen, but due to its spatial location.

[0048] When sound waves strike a perforated, cellular, or porous surface, some of the sound energy penetrates the holes, cells, or pores of the material, where it is repeatedly dissipated and partially converted into thermal energy due to viscous air friction and interaction with the material walls. This results in a reduction in the level of reflected sound compared to a solid reflective surface.

[0049] Additionally, the hole area range is from 0.1 to 20 mm 2 Reduces noise reaching the façade of the nearest building by effectively dispersing sound waves while maintaining the operational and mechanical stability of the screen wall. The lower limit of the opening area is 0.1 mm. 2, was selected based on ensuring stable perforation performance under urban conditions. Smaller perforation sizes increase the risk of contamination and clogging, which leads to a decrease in the acoustic effect and a deterioration in the reduction of reflected and secondary noise. The upper limit of the perforation area is 20 mm. 2 , selected to maintain acoustically efficient interaction of sound waves with the edges of the openings and the mechanical integrity of the baffle wall. As the opening area increases above the specified value, the proportion of sound energy passing through the wall without dissipation increases, and the wall's rigidity decreases, reducing the perforation's contribution to noise reduction.

[0050] Additionally, constructing the protective screen wall with a canopy located at the top and inclined toward the roadway at an angle of 1 to 70 degrees, with a canopy length of 2 to 100% of the screen's height, helps change the direction of sound wave propagation near the screen's upper edge. This reduces noise transmission toward the building and improves screening effectiveness in the upper zone of the screen.

[0051] Placing a canopy at the top of the screen changes the geometry of the edge and shifts the diffraction region, resulting in an increased sound wave propagation path and a reduction in sound levels near the building's façade. Furthermore, the canopy creates an additional reflective surface oriented toward the roadway, changing the direction of reflected sound waves and reducing the proportion of acoustic energy directed toward the building. As a result, the contribution of reflected and secondary noise to the overall noise level reaching the building's façade is reduced.

[0052] Additionally, the lower limit of the canopy inclination angle, equal to 1 degree, was selected to maintain the canopy's guiding and reflective effect. At smaller angles, the canopy barely changes the direction of sound wave propagation, and its contribution to noise reduction becomes insignificant. The upper limit of the inclination angle, equal to 70 degrees, was chosen to prevent the formation of a nearly vertical protrusion, which increases the likelihood of sound waves being reflected toward the building and increases the aerodynamic and wind loads on the structure. In the specified angle range of 1-70 degrees, sound waves are deflected toward the roadway and upward, reducing the noise level reaching the building façade.

[0053] Additionally, the lower limit of the canopy length, equal to 2% of the screen height, was selected to ensure the structural and acoustic significance of the canopy. At a shorter length, the canopy's influence on the propagation of sound waves in the area of ​​the upper edge of the screen becomes insignificant. The upper limit of the canopy length, equal to 100% of the screen height, was chosen as a value at which the canopy maintains a functional connection with the screen wall and does not lead to an excessive increase in mass and loads on the structure. Within the specified range, the canopy length ensures a change in the trajectory of sound wave propagation and helps reduce the noise level reaching the façade of the adjacent building.

[0054] The zigzag arrangement of the screens, with adjacent screens connected at an angle to each other, facilitates multiple changes in the direction of reflected sound waves, reducing the overall level of reflection and mitigating acoustic resonance effects. The lower limit of the angle between adjacent screens, 90 degrees, was chosen as the value at which a pronounced change in the direction of reflected sound waves occurs. At smaller angles, the screens form sharp kinks, which do not provide a stable shielding effect and lead to localized amplification of reflected noise and an increase in the noise level.

[0055] The upper limit of the angle between adjacent protective screens, equal to 179 degrees, was chosen as a value that maintains a fixed angular connection, which affects the spatial distribution of reflected sound energy along the extended enclosure. This relative position of the screens results in a change in the direction of sound wave reflection from the screen surface along its length, thereby reducing the proportion of sound energy propagating along the screen toward the façade of the nearest building. This reduces the noise level reaching the façade of the nearest building.

[0056] At an angle of 180 degrees, the screens form a linear barrier, eliminating the zigzag effect while maintaining the screen's screening function due to its length and height. When arranged in a linear fashion, with a 180-degree angle between screens, continuous screening is provided along the direction of vehicle traffic in confined spaces.

[0057] In the event of possible contact between the vehicle and the screen elements, the screen wall materials, which have a mechanical strength lower than the mechanical strength of the vehicle body elements, are deformed, absorbing part of the impact energy, which reduces the likelihood of damage to the vehicle and reduces the consequences of an emergency situation.

[0058] Implementation examples

[0059] Example 1.

[0060] A protective screen is installed along the roadway of a city street between the roadway and the façade of a multi-story residential building. The screen consists of supports and a wall attached to them. The screen height is selected such that the top of each screen is located above a straight line connecting the top of the wheel arch of a vehicle moving along the roadway and the top of the façade of the nearest building located on the side of the protected roadway. The screen wall is perforated, with the area of ​​each individual hole in the perforated screen wall being at least 10 mm. 2 , and is equipped with a visor inclined towards the roadway at an angle of 65 degrees.

[0061] Example 2.

[0062] Protective screens are installed along a highway adjacent to a low-rise residential area. The screens are positioned between the highway roadway and the facades of individual residential buildings. The height of the protective screens is such that the highest point of the screen is above the straight line connecting the top of the wheel arch of a vehicle traveling along the highway and the top of the facade of the nearest building. The screen walls are made of cellular material. The screens are positioned at a 120-degree angle to each other, forming a zigzag pattern along the highway.

[0063] Example 3.

[0064] A protective screen is installed along the tram tracks between the tracks and the façade of a public building. The screen includes supports and a wall. The screen's height is selected such that the top of the screen is located above a straight line connecting the top of the tram car body in the bogie area and the top of the building façade facing the tram tracks. The screen wall is made of open-cell porous material and is equipped with a canopy oriented toward the tram tracks at an angle of 35 degrees.

[0065] Example 4.

[0066] Protective screens are installed along a section of the roadway adjacent to a building whose façade features a height difference. The screens are positioned between the roadway and the façade of the nearest building. The height of the protective screen is selected such that the top of the screen is located above a straight line connecting the specified point on the building façade and the top of the wheel arch of a vehicle traveling on the roadway. The screens are designed with a linear arrangement of sections, with the possibility of combining them with zigzag sections along the length of the barrier.

[0067] Example 5.

[0068] A protective screen is installed along the roadway of a city street. The screen's height is selected such that the top of each screen is located above a straight line connecting the top of the wheel arch of a vehicle moving along the roadway and the top of the façade of the nearest building. The screen walls are perforated, with the total perforated area accounting for approximately 50% of the screen wall area. The screen is equipped with a canopy located at the top of the wall and inclined toward the roadway at an angle of 1 degree, with the canopy's length being 100% of the screen's height.

[0069] Example 6.

[0070] A protective screen is installed along a high-speed urban thoroughfare adjacent to a mid-rise residential development. The screen is positioned between the roadway and the facades of residential buildings. The screen's height is selected such that the top of the screen is located above a straight line connecting the top of the vehicle's wheel arch and the top of the facade of the nearest building. The screen wall is made of a cellular polymer material. The screen is equipped with a canopy inclined toward the roadway at an angle of approximately 55 degrees, with the length of the canopy being approximately 2% of the screen's height.

[0071] Example 7.

[0072] A protective screen is installed along a section of the street and road network adjacent to educational buildings. The screen is positioned between the roadway and the building facades. The screen's height is selected such that the top of the screen is located above a straight line connecting the top of the vehicle's wheel arch and the top of the nearest building's facade. The screen wall is made of open-cell porous material. The screen is equipped with a canopy inclined toward the roadway at an angle of approximately 70 degrees, with the length of the canopy being approximately 50% of the screen's height.

[0073] Example 8.

[0074] Protective screens are installed along a highway adjacent to a low-rise residential area. The screens are positioned between the highway roadway and the facades of individual residential buildings. The height of the protective screens is such that the highest point of the screen is located above the straight line connecting the top of the wheel arch of a vehicle traveling along the highway and the top of the facade of the nearest building. The screen walls are made of cellular material. The screens are positioned at 90 degrees to each other, forming a zigzag pattern along the highway.

[0075] Example 9.

[0076] Protective screens are installed along a highway adjacent to a low-rise residential area. The screens are positioned between the highway roadway and the facades of individual residential buildings. The height of the protective screens is such that the highest point of the screen is located above the straight line connecting the top of the wheel arch of a vehicle traveling along the highway and the top of the facade of the nearest building. The screen walls are made of cellular material. The screens are positioned at an angle of 179 degrees to each other, forming a zigzag pattern along the highway.

[0077] Examples

[0078] To confirm the achievement of the technical result in the form of a reduction in the noise level reaching the facade of the nearest building, a comparative experiment was conducted with the participation of the claimed protective screen for the urban street and road network.

[0079] The test objects were sections of barrier installed on the same test section of the road network under identical conditions: the same roadway width, the same distance from the edge of the roadway to the screen installation line (allowing for building approach clearance). The façade of the nearest building located on the side of the roadway being protected was used as the protected object.

[0080] The variable features were: the implementation of the screen height without / with ensuring the geometric condition of the location of the upper point of the screen above the straight line connecting the upper point of the wheel arch of the vehicle with the upper point of the facade of the nearest building; the implementation of the screen walls as solid / perforated; the presence / absence of canopies; the arrangement of protective screens in a linear / zigzag pattern.

[0081] The following variants were used as test subjects:

[0082] - Screen A, containing supports and walls fixed to them;

[0083] - Screen B, containing supports and walls fixed to them, wherein the height of the sound barrier with an adjustable arc is equal to the height of the intersection of the line running from the noise source to the top of the sound barrier;

[0084] - Screen B, containing supports and walls fixed to them, wherein the height of the combined protective screen is equal to the intersection with the line connecting the upper part of the left building with the far vehicle in the left lane or the intersection with the line connecting the upper part of the right building with the far vehicle in the right lane.

[0085] - Screen G, containing supports and walls fixed to them, wherein the upper point of the screen is located above the straight line connecting the upper point of the wheel arch of the vehicle with the upper point of the facade of the nearest building located on the side of the fenced roadway of the street and road network;

[0086] - Screen D, differing from G in that the screen walls are made perforated with a total perforation area of ​​up to 90% of the wall area, while the area of ​​each individual hole is 0.1-20 mm 2 ;

[0087] - Screen E, differing from G in that the walls of the screen are equipped with canopies located in the upper part and inclined towards the roadway, while the length of the canopies is 2-100% of the height of the screen;

[0088] - Screen G, differing from G in that the walls are made with canopies located in the upper part and inclined towards the roadway at an angle of 1 to 70 degrees;

[0089] - Screen (Z), differing from G in that the screens are adjacently connected at an angle of 90-179 degrees to each other;

[0090] - Screen (I), differing from G in that the walls are made of sound-absorbing material.

[0091] Tests were conducted under reproducible vehicle driving conditions. To create repeatable acoustic conditions, the same vehicle type (passenger car) and the same driving conditions were used: 30 km / h, 50 km / h, and 70 km / h, as well as acceleration from 30 to 70 km / h.

[0092] The recording of acoustic parameters was performed using a noise metering system with sound level recording.

[0093] Measurement microphones were installed on the façade of the nearest building on the side of the enclosed roadway at points opposite the central part of the protective screen. The microphones were positioned at fixed heights above ground level, corresponding to the monitored area of ​​the building façade. An additional measurement microphone was installed on the side of the roadway at a control point located in an area corresponding to the top of the vehicle's wheel arch, to record the baseline noise level generated by moving vehicles.

[0094] The achievement of the technical result was assessed based on the following indicators:

[0095] - the sound level determined on the façade of the nearest building for a given time interval under steady-state conditions of vehicle movement;

[0096] - the maximum sound level recorded on the facade of the nearest building when a vehicle passes.

[0097] The obtained results are presented in Table 1.

[0098] Table 1 - Results of experimental assessment of noise level on the facade of the nearest building

[0099] Screen option Sound level on the facade, dBA (30 km / h) Sound level on the facade, dBA (50 km / h) Sound level on the facade, dBA (70 km / h) Maximum sound level on the facade, dBA (70 km / h) Screen A 63,8 69,5 74,2 79,0 Screen B 62,9 68,6 73,3 78,1 Screen B 62,4 68,1 72,8 77,6 Screen G 60,7 66,5 71,0 75,8 Screen D 59,8 65,6 70,1 74,9 Screen E 59,5 65,2 69,7 74,4 Screen G 59,4 65,0 69,5 74,2 Screen Z 58,9 64,6 68,9 73,6 Screen I 54,5 60,1 65,3 69,9

[0100] A comparative experiment has shown that the claimed protective screen, made with a height at which the top point of the screen is located above the straight line connecting the top point of the wheel arch of the vehicle with the top point of the facade of the nearest building, provides a reduction in the noise level reaching the facade of the nearest building, compared to screens A, B and C, in which the specified geometric condition is not realized.

[0101] It has also been established that perforating the screen walls, providing the screen wall with a canopy, zigzag-joining adjacent screens at an angle of 90-179 degrees, and constructing the walls from sound-absorbing material further reduces the noise level reaching the façade of the adjacent building. Thus, it has been experimentally confirmed that the claimed protective screen G reduces the noise level reaching the façade of the adjacent building, and the introduction of additional design features disclosed in the description of the invention provides a further reduction in noise levels.

Claims

1. A protective screen for a street and road network, comprising supports and a wall attached to them, wherein the top point of the screen is located above the straight line connecting the top point of the wheel arch of a vehicle with the top point of the facade of the nearest building.

2. A protective screen according to paragraph 1, characterized in that the wall is made of sound-absorbing material.

3. A protective screen according to paragraph 1, characterized in that the supports and the wall of adjacent protective screens for the street and road network are made in a zigzag pattern.

4. A protective screen according to paragraph 1, characterized in that the wall is made with a visor located in the upper part and inclined towards the roadway at an angle of 1 to 70 degrees.

5. A protective screen according to paragraph 4, characterized in that the length of the canopy is from 2 to 100% of the height of the protective screen for the street and road network.

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